System for automatically operating discharge doors of railway cars



July 1, 1969 G. B. DOREY 3,452,886 SYSTEM FOR AUTOMATICALLY OPERATINGDISCHARGE v DOORS F RAILWAY CARS Filed Jan. 15, 1968 Sheet of 4 36 @m rin, i

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INVENTOR y 1, 1969 G. B. DOREY 3,452,886

SYSTEM FOR AUTOMATICALLY OPERATING DISCHARGE DOORS 0F RAILWAY CARS FiledJan. 15, 1968 Sheet 2 of 4 /3 VENTOR July 1, 1969 G. B. DOREY SYSTEM FORAUTOM Sheet DOOR Filed Jan. 15, 1968 ICALLY OPERATING DISCHARGE FRAILWAY CARS y 1, 1969 G. B. DOREY 3,452,886

SYSTEM FOR AUTOMATICALLY OPERATING DISCHARGE DOORS OF RAILWAY CARS FiledJan. 15, 1968 Sheet 4 of 4 INVEN TOR QEORGE B DORE) PATENT AGENT UnitedStates Patent U.S. Cl. 214-63 9 Claims ABSTRACT OF THE DISCLOSURE Meansfor automatically opening and closing oppositely swinging hopper cardoors while the car is in continuous motion wherein the doors areinterconnected by an overcenter toggle locking linkage actuated bytrackside devices which first cause the doors to open and remain openduring lading discharge, and then cause the doors to close and lock. Twomodifications of the apparatus are disclosed which differ from eachother both in the car toggle linkage and in the trackside devices.

This application is a continuation-in-part of application Ser. No.494,797, filed Oct. 11, 1965, now abandoned.

The first of the two modifications referred to in the abstract comprisestrack-side means on one side of the track for actuating the togglelinkage to unlock and open the doors, second track-side means on theother side of the track to hold the doors open during lading discharge,and third means on the first side of the track for actuating the togglelinkage to close and lock the doors.

The second modification dispenses with the second means described above,leaving the first and third means only, both being on the same side ofthe track. Other differences are provided in the toggle linkage whichinter connects the hopper doors and these are described in greaterdetail below.

Which one of the modifications is best applicable to a specificsituation depends upon factors such as available space for thetrack-side devices, possible interference with other uses of the track,and the lock.

Further comprehension of the invention may be had from the followingdetailed description and accompanying drawings wherein like referencenumbers refer to like parts:

FIGURE 1 is a side elevational view of the lower portion of a railwayhopper car showing as much of the side of the car as necessary toillustrate one hopper with the doors in closed and toggle-lockedposition:

FIGURE 2 is a side elevational view similar to FIG- URE l, the doorsbeing shown in fully opened position with the track-side actuating meansin contact with the lifting crank arm:

FIGURE 3 is another side elevational view similar to FIGURE 2, the doorsbeing shown as retained in a partially closed position by reason of thelifting crank arm riding on the surface of the track-side actuator. Theview also illustrates the releasing and locking crank arm in engagementwith the track-side camming device and further illustrates byconventional broken lines the position of the crank arms upon completionof the door closing operation:

FIGURE 4 is a fractional side elevational view of the hopper showing thedoors in closed position and the track-side releasing means positionedin readiness for release of the mechanism and doors:

FIGURE 5 is a diagrammatic perspective view of the shaft and crank armsin relation to the track and door closing track-side actuators:

FIGURE 6 is a diagrammatic perspective view of the mechanism trippingactuator in relation to the railway track; and

FIGURES 7 and 8 are views similar to FIGURES l and 2, respectively, butillustrate the second modification of the invention in which thetrack-side device 40 is dispensed with and the various elements of thetoggle linkage are constructed and arranged to assume operatingpositions different from the first modification in order to produce thesame results despite the absence of device 40.

Referring now to FIGURES 1 to 6, the first modification of the inventionis shown as applied in connection with a hopper assembly includingoppositely sloping walls 10 which meet with longitudinally extendingside walls, one of which is indicated at 11, to form a four sided hopperassembly. The open space bounded by the walls at the lower part of theassembly is divided into two discharge openings by an inverted V-shapedmember 12 arranged transversely of the hopper car and paralleled to thehinge axes of the door. The lower margins of the side walls arereinforced by angle members 13 and the lower margins of the sloping endwalls 10 are reinforced by means of downwardly flanged wall sections 14in cooperation with angle members 15.

Hinge brackets 16 are carried by the side walls to which oppositelyfacing or swinging door assemblies 17 are pivotally mounted at 18. Thedoor assemblies are preferably of scoop shape with side wall plates 19and the doors proper comprising a body plate section 20 with upwardlyextending flanges 21 on three sides to form a pan shaped structure. Thefourth side of the plate 20 is deflected upwards as shown at 22. Theunderside of each door is reinforced by beam members 23, 24 and 25.

The doors are preferably operated by a jackknife type toggle lockingmechanism generally indicated by 26. The mechanism includes an operatingshaft 27 extending transversely of the hopper car and rotatably mountedon brackets 28 carried by one of the door assemblies. Operating arms 29are non-rotatably mounted on shaft 27 near each end thereof and links 30pivotally connect at one end at 31 with the distal end of the arms 29and the opposite ends of links 30 pivotally connect with the oppositelyfacing door 17 through the medium of pivot 32 carried by an axiallyadjustable eyebolt 33 held in place by threaded nuts 34.

The toggle mechanism with the doors in closed position as seen in FIGURE1 is adapted to assume an over-center locked position and to open out toa straightened posi tion with the doors opened as seen in FIGURE 2. Theoperating arms 29 and links 30 are retained in extended position byinterengaging shoulders or abutments 35 and 36 on the arms and links,respectively, which thereby also limit the opening of the doors to apredetermined amount.

Automatic operation of the doors by movement of the car is effected bycrank arms 37 and 38, non-rotatably mounted on the opposite ends ofshaft 27, in cooperation with track-side actuators 39, 40 and 41.

The crank arms 37 and 38 are preferably disposed in aligned relation andbeing rigidly united with the shaft, function as a tilting structureteertering about the axis of the shaft. The cranks of the crank arms 37and 38 are each fitted with an antifriction roller 42 for cooperationwith the track-side actuators as will be described.

The track-side actuators 3-9, 40 and '41 as seen in FIGURES 5 and 6, arelocated on opposite sides of the track 43 and in alignment with therollers 42 for coacting therewith upon movement of the car.

The track-side actuator 39 includes a downwardly inclined ramp 50adapted to bear down on roller 42 of crank arm 37 for releasing thetoggle mechanism and opening the doors by movement of the car. The ramp50 is preferably of appreciable length in order to exert downwardpressure on the doors even after the toggle mechanism has been releasedin order to assure positive opening movement of the doors.

The automatic closing operation of the doors by the trackside actuators40 and 41 is effected in cooperation with the crank 37 and 38. Assumingthe doors to be in open position as seen in FIGURE 2, the roller 42 ofcrank arm 38 rides on upwardly inclined ramp surface 44 of actuator 40,thereby swinging the crank arm upwardly to be retained in position bythe roller riding on substantially horizontal surface 45 of actuator 40for a predetermined extent of car travel according to the length ofsurface 45. The upward swing of arm 38 operates to tilt the opposite arm37 downwardly to lie at a sloping angle and positioned to make contactwith the actuator 41, whereby the doors are partially closed as shown inFIGURE 3.

The actuator 41 includes an upstanding wall 46 leading to an upper wall47 which is pivotally mounted at 48 and held in raised position byspring 49. Upon continued movement of the car in the indicateddirection, the wall 46 engages roller 42 of crank arm 37 and rotates thecrank arm in a door closing direction and operates to cam the rollerupwardly to ride over the wall 47 and thereby resiliently urge thetoggle mechanism to closed position. The resilient retention of theupper wall 47 in elevated position fully compensates for variations inthe height of the car such as may occur due to uneven track conditionsor swaying of the car.

It will be observed that the pressure exerted on the crank arm 37 by theupstanding wall 46 is in a direction to assist the door closingmovement. The automatic closing action of the doors is apparent byreference to FIGURE 3 wherein the forwardly extending crank arm means38, after being displaced upwardly by the action of roller 42 along ramp40, is maintained in said upwardly inclined position by rolling contactof roller 42 along horizontally extending surface 45.

The upward retention of the forwardly extending crank arm means operatesto maintain the doors in partially closed position and also maintainsthe downwardly extending rearward crank arm means 37 in downwardlysloping position for a predetermined length of car travel or until suchtime as contact is made with upstanding wall 46 of actuator 41. Theforce of the contact made with wall 46 operates directly as a swingingforce along are 48 in addition to the indirect forces provided throughthe rotation of the shaft acting on the linkage along are 49.

The impact of wall 46 on the mechanism and doors is mitigated by theequalizing effect provided by the connection with the opposite door andthe smooth and gradual initiation of the closing movement provided alongthe inclined ramp 40.

Referring now to the second modification of the invention, the precedingdescription is generally applicable and the following will be for themost part devoted to describing the differences of this modificationover the previously disclosed one.

In the arrangement now to be described, the trackside actuator 40 isomitted but its absence does not deprive the invention of its function.By modifying the elements of the toggle linkage to perform theirfunctions in a somewhat different manner the same automatic operation ofthe hopper car is obtained as with the first modification.

The essential differences referred to are clearly evident by comparingthe arrangements of FIGURES land 8. It will be observed in FIGURE 8 thatthe arm 29 is appreciably longer than arm 29 of FIGURE 2. Furthermorewhile arm 29' is mounted on shaft 27', as in FIG- URE 2, the portion ofarm 29' between 27' and the axis of roller 42' is shorter, and theportion of arm 29' between 27 and the pivot 31' is much longer, than arethe equivalent dimensions in the modification f FIGURE 2.

4 As a result, the arm 29 and the link 30" form an angle greater thandegrees when the doors are fully open and the limiting abutments 35' and36' are in contact. In FIGURE 2, on the other hand, the arm and link liein substantially a straight line.

It is also evident from inspection of the drawings, that the angulararrangement of the arm and link of the toggle linkage as seen in FIGURE8, provides a leverage pressure which will hold the doors open untilroller 42' contacts the wall 46 without the need of an actuator 40. Itis also evident that because the arm 29 passes through a shorter angulardistance than arm 29 during door closing, the former will pass throughthe vertical more quickly than the latter thereby accommodating rapiddoor closing just as actuator 40 does, among its other functions.

In the drawings and specification there have been set forth twopreferred embodiments of my invention as set forth above in theabstract. Although specific terms are employed, they are used in ageneric and descriptive sense only, and not for purposes of limitation.

What I claim:

1. In a railway car having an opening for discharge of lading andoppositely swinging doors for closing the open ing mounted to swing onaxes extending transversely to the path of movement of the car, incombination:

(1) an operating shaft rotatably mounted on one of the doors to extendtransversely to the path of movement of the car,

(2) operating arm means non-rotatably mounted on the shaft,

(3) linkage means connecting the operating arm means and the oppositedoor and adapted to assume an overcenter toggle locked position tomaintain the doors in closed position,

(4) said operating arm and linkage being adapted to unfold to astraightened position upon full opening movement of the doors,

(5) means for automatically opening and closing the doors by movement ofthe car comprising;

(a) oppositely extending crank arm means respectively disposed on therespective ends of the shaft,

(b) one of said crank arm means extending forwardly in juxtaposedrelation to the operating arm means and,

(c) the other of said arm means extending rearwardly from the shaft,

((1) a downwardly acting wayside ramp adapted to engage the rearwardlyextending crank arm means for releasing the toggle mechanism andinitiating opening movement of the doors and (e) an upwardly inclinedwayside ramp adapted to engage the crank of the forwardly extendingcrank arm means when the doors are in opened position and swing saidcrank arm means upwardly thereby disposing the rearwardly extendingcrank arm means to lie at a downwardly sloping angle,

(f) a trackway extending from the upper end of the upwardly inclinedramp forming a runway coacting with the crank of the upwardly extendingcrank arm means for a predetermined extent of car travel and (g) awayside actuator having a cam-like contour presenting an upstanding wallmerging into an upper wall and positioned with the upstanding wall lyingin the path of the downwardly sloping rearwardly extending crank armmeans and adapted to deflect the crank thereof to ride on the upper walland rotate the shaft to toggle locked position.

2. The invention set forth in claim 1 wherein the upper wall of thecam-like wayside actuator is pivotally mounted and resiliently held inoperative relation.

3. In a railway car having an opening for discharge of lading andoppositely swinging doors for closing the opening mounted to swing onaxes extending transversely to the path of movement of the car, thecombination comprising:

( 1) a rotatable shaft carried by one of said doors;

(2) toggle linkage means movable to an over-center locking position forinterconnecting and operating said doors including,

(a) arm means non-rotatably mounted at one end on said shaft ends,

(b) link means connecting the other end of said arm means with theoppositely swinging door,

(c) said arm means and link means being openable to an extended positionto open and hold open said doors;

(3) second arm means extending from at least one of the ends of saidshaft;

(4) track-side actuating means positioned in the path of movement ofsaid second arm means for turning said shaft and operating said togglelinkage means to unlock, open, close, and lock said doors, and

(5) said arm means and link means includes a pivotally connected arm andlink having shoulders thereon for abutting each other to limit openingof the doors to a predetermined amount.

4. In the combination defined by claim 3, wherein said tracksideactuating means consists of first means for unlocking and opening saiddoors and second means for closing and locking said doors, said firstand second means being spacedly mounted along one side of said track.

5. In the combination defined by claim 3, wherein said tracksideactuating means consists of first means for unlocking and opening saiddoors, second means for closing and locking said doors, said first andsecond means being spacedly positioned along one side of the track, andthird means positioned on the opposite side of the track intermediatesaid first and second means for partially closing said doors.

6. In the combination defined in claim 3, wherein said pivotallyconnected arm and link form an obtuse angle of less than 180 degreeswhen said shoulders are in abutting relation.

7. In the combination defined by claim 3, wherein the pivotallyconnected arm and link lie in a substantially straight line when saidshoulders are in abutting relation.

8. In a railway car having an opening for discharge of lading andoppositely swinging doors for closing the opening mounted on axesextending transversely to the path of movement of the car, thecombination comprising:

(1) a rotatable shaft carried by one of said doors,

(2) toggle linkage means movable to an over-center locking position forinterconnecting and operating said doors including:

(a) arm means non-rotatably mounted at one end on said shaft ends,

(b) link means connecting the other end of said arm means with theoppositely swinging door,

(c) said arm means and link means being openable to an extended positionto open said doors;

(3) second arm means extending from at least one of the ends of saidshaft,

(4) track-side actuating means positioned in the path of movement ofsaid second arm means for turning said shaft and operating said togglelinkage means to unlock, open, close, and lock said doors,

(5) means including shoulders for abutting to retain said second armmeans at a predetermined downwardly sloping angle when the doors are inOpen position, and

(6) said track-side actuating means for closing the doors having acam-like contour presenting an up standing wall merging into a pivotedupper wall and positioned with the upstanding wall lying in the path ofthe downwardly held sloping arm means and adapted to deflect the armmeans to ride on the upper wall and rotate the shaft to toggle-lockedposition.

9. In the combination defined by claim 8, resilient means formaintaining the pivoted upper wall in raised position to compensate forvariations in car body height.

References Cited

